U.S. patent application number 15/368507 was filed with the patent office on 2018-02-22 for method of controlling engine driving force during operation of traction control system of hybrid vehicle.
The applicant listed for this patent is Hyundai Motor Company, Kia Motors Corporation. Invention is credited to Teh Hwan Cho, Gwang Il Du, Ji Hoon Kang, Sang Joon Kim, Seong Ik Park.
Application Number | 20180050683 15/368507 |
Document ID | / |
Family ID | 59925853 |
Filed Date | 2018-02-22 |
United States Patent
Application |
20180050683 |
Kind Code |
A1 |
Cho; Teh Hwan ; et
al. |
February 22, 2018 |
METHOD OF CONTROLLING ENGINE DRIVING FORCE DURING OPERATION OF
TRACTION CONTROL SYSTEM OF HYBRID VEHICLE
Abstract
A method of controlling an engine driving force during operation
of a traction control system (TCS) of a hybrid vehicle includes:
calculating a driver-demanded torque based on a detection signal of
an accelerator position sensor (APS), determining whether the TCS
is operating, and, upon determining that the TCS is operating,
determining engine driving force based on a TCS-demanded torque
according to operation of the TCS. Accordingly, the engine driving
force (i.e., an engine operating point) is determined based on the
TCS-demanded torque requested in order to reduce the torque of the
hybrid vehicle during the TCS operation, so as to improve fuel
efficiency by reducing fuel consumption during the TCS
operation.
Inventors: |
Cho; Teh Hwan; (Anseong,
KR) ; Kim; Sang Joon; (Seoul, KR) ; Du; Gwang
Il; (Incheon, KR) ; Kang; Ji Hoon; (Seoul,
KR) ; Park; Seong Ik; (Seoul, KR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hyundai Motor Company
Kia Motors Corporation |
Seoul
Seoul |
|
KR
KR |
|
|
Family ID: |
59925853 |
Appl. No.: |
15/368507 |
Filed: |
December 2, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
Y10S 903/903 20130101;
B60Y 2300/18175 20130101; B60W 10/08 20130101; B60W 2540/10
20130101; B60W 10/06 20130101; B60W 30/18172 20130101; B60W
2710/0666 20130101; B60W 50/087 20130101; B60W 30/02 20130101; B60W
20/15 20160101; B60Y 2300/188 20130101; Y02T 10/62 20130101; B60W
2710/083 20130101; Y02T 10/6286 20130101; B60W 2520/26 20130101;
B60W 10/184 20130101; B60Y 2200/92 20130101; B60K 28/16 20130101;
B60K 6/22 20130101 |
International
Class: |
B60W 20/15 20060101
B60W020/15; B60K 6/22 20060101 B60K006/22 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 22, 2016 |
KR |
10-2016-0105973 |
Claims
1. A method of controlling an engine driving force during operation
of a traction control system (TCS) of a hybrid vehicle, comprising:
calculating, by a high-level controller, a driver-demanded torque
based on a detection signal of an accelerator position sensor
(APS); determining, by the high-level controller, whether the TCS
is operating; and upon determining that the TCS is operating,
determining, by the high-level controller, the engine driving force
based on a TCS-demanded torque according to operation of the
TCS.
2. The method of claim 1, wherein, upon determining that the TCS is
operating, the determining of the engine driving force includes
selecting, by the high-level controller, a smaller one of the
TCS-demanded torque and the driver-demanded torque as a demanded
torque for determination of the engine driving force.
3. The method of claim 1, wherein, upon determining that the TCS is
operating, the determining of the engine driving force includes
selecting, by the high-level controller, the TCS-demanded torque
out of the TCS-demanded torque and the driver-demanded torque as a
demanded torque for determination of the engine driving force.
4. The method of claim 3, wherein the TCS-demanded torque is
smaller than the driver-demanded torque.
5. The method of claim 1, wherein the determining of the engine
driving force includes comparing, by the high-level controller, the
TCS-demanded torque with a first reference value, and, upon
determining that the TCS-demanded torque is larger than the first
reference value, determining, by the high-level controller, the
engine driving force to be a full load level, the full load level
being a level at which an engine outputs a maximum torque.
6. The method of claim 1, wherein the determining of the engine
driving force includes comparing, by the high-level controller, the
TCS-demanded torque with a first reference value, and, upon
determining that the TCS-demanded torque is smaller than the first
reference value, determining, by the high-level controller, the
engine driving force to be a part load level, the part load level
being lower than a full load level.
7. The method of claim 1, further comprising: when the engine
driving force is determined to be a part load level, transmitting,
by the high-level controller, a part load engine torque command to
an engine control unit (ECU) so that the ECU controls the engine
driving force to be the part load level.
8. The method of claim 1, further comprising: when the engine
driving force is determined to be a full load level, transmitting a
full load engine torque command to the ECU so that the ECU controls
the engine driving force to be the full load level.
9. The method of claim 1, further comprising: upon determining that
the TCS is not operating, determining the engine driving force
based on the driver-demanded torque calculated based on the
detection signal of the APS.
10. A non-transitory computer readable medium containing program
instructions executed by a processor, the computer readable medium
comprising: program instructions that calculate a driver-demanded
torque based on a detection signal of an accelerator position
sensor (APS); program instructions that determine whether a
traction control system (TCS) is operating; and upon determining
that the TCS is operating, program instructions that determine an
engine driving force based on a TCS-demanded torque according to
operation of the TCS.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims under 35 U.S.C. .sctn. 119(a) the
benefit of Korean Patent Application No. 10-2016-0105973 filed on
Aug. 22, 2016, the entire contents of which are incorporated herein
by reference.
BACKGROUND
(a) Technical Field
[0002] The present disclosure relates to a method of controlling an
engine driving force of a traction control system (TCS) of a hybrid
vehicle, more particularly, to a method of controlling the engine
driving force during operation of the TCS of the hybrid vehicle,
which is capable of improving fuel efficiency during TCS
operation.
(b) Description of the Related Art
[0003] As is well known in the art, driving modes of a hybrid
vehicle include an EV driving mode, in which a motor is driven, and
an HEV driving mode, in which an engine and a motor are driven
together.
[0004] Such a hybrid vehicle is equipped with a traction control
system (TCS), which is a safety system for preventing wheel spin
and improving driving stability by autonomously controlling the
brakes and motor torque when the vehicle starts or accelerates on a
snowy road, an icy road, or an uneven road surface.
[0005] Thus, when the hybrid vehicle starts or accelerates on a
slippery road and wheel slip occurs due to excessive driving force,
the TCS requests a hybrid control unit (HCU), which is a high-level
controller, to reduce torque, and the HCU performs torque reduction
control for stable travel.
[0006] That is, based on a TCS-demanded torque requested by the TCS
to reduce the torque in the TCS operation, the high-level
controller performs torque intervention control, which only reduces
motor torque so as to respond rapidly to the request for torque
reduction.
[0007] For example, when the TCS-demanded torque is transferred to
the high-level controller during the TCS operation, the high-level
controller performs torque intervention control, which reduces only
the motor torque without changing the engine torque.
[0008] However, even during the TCS operation, because the engine
driving force (i.e., an engine operating point) is determined based
on the driver-demanded torque corresponding to the extent to which
an accelerator pedal is pressed, which is detected by an
accelerator position sensor (APS), irrespective of the TCS-demanded
torque, there is a problem in that fuel is unnecessarily
wasted.
[0009] Specifically, even while the TCS is operated to reduce the
traveling torque of the hybrid vehicle, the engine driving force
(the engine operating point) is determined based on the
driver-demanded torque, which corresponds to the extent to which
the accelerator pedal is pressed. Therefore, when the
driver-demanded torque is increased sharply (for example, when the
extent to which the accelerator pedal is pressed is increased by
100 percent), the engine driving force is unnecessarily increased
to an engine full load level, and consequently, the amount of fuel
that is supplied to the engine is increased and fuel efficiency is
reduced.
[0010] The above information disclosed in this Background section
is only for enhancement of understanding of the background of the
disclosure and therefore it may contain information that does not
form the prior art that is already known in this country to a
person of ordinary skill in the art.
SUMMARY
[0011] The present disclosure provides a method of controlling
engine driving force during TCS operation of a hybrid vehicle,
which is capable of reducing the amount of fuel that is consumed
during TCS operation, and improving fuel efficiency by determining
the engine driving force (the engine operating point) based on a
TCS-demanded torque, which is requested in order to reduce the
torque of the vehicle during TCS operation.
[0012] In one aspect, the present disclosure provides a method of
controlling engine driving force during TCS operation of a hybrid
vehicle, including: calculating, by a high-level controller, a
driver-demanded torque based on a detection signal of an
accelerator position sensor (APS); determining, by the high-level
controller, whether a TCS is operating, and, upon determining that
the TCS is operating, determining, by the high-level controller,
engine driving force based on a TCS-demanded torque according to
operation of the TCS.
[0013] In a preferred embodiment, upon determining that the TCS is
operating, the determining of the engine driving force may include
selecting, by the high-level controller, a smaller one of the
TCS-demanded torque and the driver-demanded torque as a demanded
torque for determination of the engine driving force.
[0014] In another preferred embodiment, upon determining that the
TCS is operating, the determining of the engine driving force may
include selecting, by the high-level controller, the TCS-demanded
torque from the TCS-demanded torque and the driver-demanded torque
as a demanded torque for determination of the engine driving
force.
[0015] In still another preferred embodiment, the TCS-demanded
torque may be smaller than the driver-demanded torque.
[0016] In yet another preferred embodiment, the determining of the
engine driving force may include comparing, by the high-level
controller, the TCS-demanded torque with a first reference value,
and, upon determining that the TCS-demanded torque is larger than
the first reference value, determining the engine driving force to
be a full load level, the full load level being a level set to
enable an engine to output a maximum torque.
[0017] In still yet another preferred embodiment, the determining
of the engine driving force may include comparing the TCS-demanded
torque with a first reference value, and, upon determining that the
TCS-demanded torque is smaller than the first reference value,
determining, by the high-level controller, the engine driving force
to be a part load level, the part load level being lower than a
full load level.
[0018] In a further preferred embodiment, the method may further
include, when the engine driving force is determined to be a part
load level, transmitting, by the high-level controller, a part load
engine torque command to an engine control unit (ECU) so that the
ECU controls the engine driving force to be the part load
level.
[0019] In another further preferred embodiment, the method may
further include, when the engine driving force is determined to be
a full load level, transmitting a full load engine torque command
to the ECU so that the ECU controls the engine driving force to be
the full load level.
[0020] In still another further preferred embodiment, the method
may further include, upon determining that the TCS is not
operating, determining the engine driving force based on the
driver-demanded torque calculated based on the detection signal of
the APS.
[0021] In another aspect, a non-transitory computer readable medium
containing program instructions executed by a processor includes:
program instructions that calculate a driver-demanded torque based
on a detection signal of an accelerator position sensor (APS);
program instructions that determine whether a traction control
system (TCS) is operating; and upon determining that the TCS is
operating, program instructions that determine an engine driving
force based on a TCS-demanded torque according to operation of the
TCS.
[0022] Other aspects and preferred embodiments of the disclosure
are discussed infra.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] The above and other features of the present disclosure will
now be described in detail with reference to certain exemplary
embodiments thereof illustrated in the accompanying drawings which
are given hereinbelow by way of illustration only, and thus are not
limitative of the present disclosure, and wherein:
[0024] FIG. 1 (RELATED ART) is a graph showing a conventional
process of controlling engine driving force during TCS
operation;
[0025] FIG. 2 (RELATED ART) is a flowchart showing a conventional
method of controlling engine driving force during TCS
operation;
[0026] FIG. 3 is a schematic view of a system of controlling engine
driving force during TCS operation according to the present
disclosure;
[0027] FIG. 4 is a graph showing a process of controlling engine
driving force during TCS operation according to the present
disclosure; and
[0028] FIG. 5 is a flowchart showing a method of controlling engine
driving force during TCS operation according to the present
disclosure.
[0029] It should be understood that the appended drawings are not
necessarily to scale, presenting a somewhat simplified
representation of various preferred features illustrative of the
basic principles of the disclosure. The specific design features of
the present disclosure as disclosed herein, including, for example,
specific dimensions, orientations, locations, and shapes, will be
determined in part by the particular intended application and use
environment.
[0030] In the figures, reference numbers refer to the same or
equivalent parts of the present disclosure throughout the several
figures of the drawing.
DETAILED DESCRIPTION
[0031] It is understood that the term "vehicle" or "vehicular" or
other similar term as used herein is inclusive of motor vehicles in
general such as passenger automobiles including sports utility
vehicles (SUV), buses, trucks, various commercial vehicles,
watercraft including a variety of boats and ships, aircraft, and
the like, and includes hybrid vehicles, electric vehicles, plug-in
hybrid electric vehicles, hydrogen-powered vehicles and other
alternative fuel vehicles (e.g. fuels derived from resources other
than petroleum). As referred to herein, a hybrid vehicle is a
vehicle that has two or more sources of power, for example both
gasoline-powered and electric-powered vehicles.
[0032] The terminology used herein is for the purpose of describing
particular embodiments only and is not intended to be limiting of
the disclosure. As used herein, the singular forms "a," "an" and
"the" are intended to include the plural forms as well, unless the
context clearly indicates otherwise. It will be further understood
that the terms "comprises" and/or "comprising," when used in this
specification, specify the presence of stated features, integers,
steps, operations, elements, and/or components, but do not preclude
the presence or addition of one or more other features, integers,
steps, operations, elements, components, and/or groups thereof. As
used herein, the term "and/or" includes any and all combinations of
one or more of the associated listed items. Throughout the
specification, unless explicitly described to the contrary, the
word "comprise" and variations such as "comprises" or "comprising"
will be understood to imply the inclusion of stated elements but
not the exclusion of any other elements. In addition, the terms
"unit", "-er", "-or", and "module" described in the specification
mean units for processing at least one function and operation, and
can be implemented by hardware components or software components
and combinations thereof.
[0033] Further, the control logic of the present disclosure may be
embodied as non-transitory computer readable media on a computer
readable medium containing executable program instructions executed
by a processor, controller or the like. Examples of computer
readable media include, but are not limited to, ROM, RAM, compact
disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart
cards and optical data storage devices. The computer readable
medium can also be distributed in network coupled computer systems
so that the computer readable media is stored and executed in a
distributed fashion, e.g., by a telematics server or a Controller
Area Network (CAN).
[0034] Hereinafter reference will now be made in detail to various
embodiments of the present disclosure, examples of which are
illustrated in the accompanying drawings and described below. While
the disclosure will be described in conjunction with exemplary
embodiments, it will be understood that the present description is
not intended to limit the disclosure to those exemplary
embodiments. On the contrary, the disclosure is intended to cover
not only the exemplary embodiments, but also various alternatives,
modifications, equivalents and other embodiments, which may be
included within the spirit and scope of the disclosure as defined
by the appended claims.
[0035] In order to help understand the present disclosure, a
conventional process of controlling engine driving force during
operation of a traction control system (TCS) will now be explained
with reference to FIGS. 1 and 2.
[0036] First, a high-level controller checks a detection signal of
an accelerator position sensor (APS) during the TCS operation
(S201).
[0037] Subsequently, the high-level controller calculates a
driver-demanded torque DmdTQ based on the detection signal of the
APS (S202).
[0038] That is, even during the TCS operation, the driver-demanded
torque DmdTQ is calculated based on the detection signal of the
APS, irrespective of the TCS-demanded torque.
[0039] Then, the high-level controller determines engine driving
force (an engine operating point) based on the driver-demanded
torque (S203).
[0040] In particular, the high-level controller compares the
driver-demanded torque with a first reference value a. when the
driver-demanded torque is larger than the first reference value a,
the high-level controller determines the engine driving force to be
a full load (FL) level, at which the engine outputs the maximum
torque. Conversely, when the driver-demanded torque is smaller than
the first reference value a, the high-level controller determines
the engine driving force to be a part load (PL) level, which is
lower than the FL level.
[0041] For reference, the engine driving force (i.e., an engine
operating point) of the hybrid vehicle is divided into an optimum
driving level, at which the optimum operating point of the engine
is realized, a part load level, at which the maximum engine torque
is output when the engine is driven under the condition of "engine
lambda value (theoretical air-fuel ratio) <1", and a full load
level, at which the maximum possible torque of the engine is
output.
[0042] After determining the engine driving force to be the full
load level, the high-level controller transmits a full load engine
torque command FL_EngTQ_Cmd to an engine control unit (ECU) so as
to control the engine driving force to be the full load level
(S204).
[0043] Alternatively, after determining the engine driving force to
be the part load level, the high-level controller transmits a part
load engine torque command PL_EngTQ_Cmd to the ECU so as to control
the engine driving force to be the part load level (S205).
[0044] Subsequently, the ECU checks whether the engine torque
command value EngTQ_Cmd_Value transmitted from the high-level
controller is a full load engine torque command value or a part
load engine torque command value (S206).
[0045] That is, the ECU compares the engine torque command value
EngTQ_Cmd_Value transmitted from the high-level controller with a
second reference value b.
[0046] When the engine torque command value EngTQ_Cmd_Value is
larger than the second reference value b, the ECU performs engine
full load control in order to control the engine driving force (the
operating point) to be the full load level, and consequently, the
torque corresponding to the full load level is output from the
engine (S207).
[0047] Conversely, when the engine torque command value
EngTQ_Cmd_Value is smaller than the second reference value b, the
ECU performs engine part load control in order to control the
engine driving force (the operating point) to be the part load
level, and consequently, the torque corresponding to the part load
level is output from the engine (S208).
[0048] At this time, the fuel consumption under engine full load
control is about 15 to 20 percent higher than under engine part
load control.
[0049] However, the above-described conventional method of
controlling the engine driving force during the TCS operation has
the following problems.
[0050] Even while the TCS is operated to reduce the traveling
torque of the hybrid vehicle, the engine driving force (the engine
operating point) is determined based on the driver-demanded torque
corresponding to the extent to which the accelerator pedal is
pressed. Therefore, when the driver-demanded torque is increased
sharply (for example, when the extent to which the accelerator
pedal is pressed is increased by 100 percent), the engine driving
force is unnecessarily increased to the engine full load level, and
consequently, the amount of fuel that is supplied to the engine is
increased (for example, fuel is consumed about 15 to 20 percent
more than when under engine part load control) and fuel efficiency
deteriorates.
[0051] Further, there is a large difference between the engine
driving force according to the engine torque command value
transmitted from the high-level controller during the TCS operation
and the actual engine driving force.
[0052] For example, as illustrated by the oval-shaped dotted line
in FIG. 1, the actual engine torque Eng_TQ does not follow the
engine torque commend value HCU_Cmd transmitted from the high-level
controller during the engine full load control, and therefore, an
error in control of the engine driving force by the high-level
controller occurs during the TCS operation.
[0053] Hereinafter, a system and a method of controlling the engine
driving force during the TCS operation of the hybrid vehicle
according to the present disclosure will be described.
[0054] FIG. 3 is a schematic view of a system of controlling the
engine driving force during the TCS operation of the hybrid vehicle
according to the present disclosure.
[0055] Reference numeral 30 in FIG. 3 denotes a high-level
controller of the hybrid vehicle.
[0056] The high-level controller 30 is the highest-level controller
of the hybrid vehicle, which transmits a control command to a
variety of electronic components and a variety of control units (an
engine control unit (ECU), a motor controller, etc.).
[0057] An accelerator position sensor (APS) 10 and a traction
control system (TCS) 20 are electrically connected to input
terminals of the high-level controller 30 so as to transmit
electric signals to the high-level controller 30, and an engine
control unit (ECU) 40 and a motor controller 50 are electrically
connected to output terminals of the high-level controller 30 so as
to receive electric signals from the high-level controller 30.
[0058] The TCS is a safety system for preventing wheel spin and
improving driving stability by autonomously controlling the brakes
and the motor torque when the vehicle starts or accelerates on a
snowy road, an icy road, or an uneven road surface. Such a TCS
transmits an electric signal indicating whether the TCS is
operating to the high-level controller.
[0059] The APS detects the extent to which the accelerator pedal is
pressed by the driver, and transmits the detection signal to the
high-level controller.
[0060] The ECU 40 controls the engine driving force (the engine
operating point) based on the engine torque command transmitted
from the high-level controller 30, and the motor controller 50
controls the motor driving force based on the motor torque command
transmitted from the high-level controller 30.
[0061] First, the high-level controller checks the detection signal
of the APS (S101).
[0062] Subsequently, the high-level controller calculates a
driver-demanded torque BaseTQ based on the detection signal of the
APS (S102).
[0063] Then, the high-level controller checks whether the TCS is
operating (S103).
[0064] For reference, an electronic stability control (ESC) system
is a device that controls the orientation of the vehicle body so as
to prevent the vehicle from slipping, like the TCS. In the case of
a vehicle equipped with such an ESC, the high-level controller may
check whether the ESC is operating.
[0065] Upon determining that the TCS is operating (TCS=1 [Active]),
the high-level controller selects the smaller one of the
TCS-demanded torque IntvTQ according to the TCS operation, and the
driver-demanded torque BaseTQ (S104).
[0066] Here, the driver-demanded torque BaseTQ is the torque of the
vehicle that is generated when the driver steps on the accelerator
pedal to accelerate the vehicle, and the TCS-demanded torque IntvTQ
is the torque that is requested in order to reduce the torque of
the vehicle so as to stably brake and drive when the vehicle starts
or accelerates on a snowy road, an icy road or an uneven road
surface. Thus, the TCS-demanded torque IntvTQ is smaller than the
driver-demanded torque BaseTQ.
[0067] Therefore, upon determining that the TCS is operating (TCS=1
[Active]), the high-level controller selects the TCS-demanded
torque IntvTQ, rather than the driver-demanded torque, as a
demanded torque for determination of the engine driving force (the
operating point) (S105).
[0068] Conversely, upon determining that the TCS is not operating,
the high-level controller determines the engine driving force based
on the driver-demanded torque BaseTQ, which was calculated in step
S102.
[0069] Subsequently, the high-level controller determines the
engine driving force (the engine operating point) based on the
TCS-demanded torque IntvTQ (S106).
[0070] In particular, the high-level controller compares the
TCS-demanded torque IntvTQ with a first reference value a. When the
TCS-demanded torque IntvTQ is larger than the first reference value
a, the high-level controller determines the engine driving force to
be a full load (FL) level, at which the engine outputs the maximum
torque. Conversely, when the TCS-demanded torque IntvTQ is smaller
than the first reference value a, the high-level controller
determines the engine driving force to be a part load (PL) level,
which is lower than the FL level.
[0071] As described above, because the TCS-demanded torque IntvTQ
is smaller than the driver-demanded torque BaseTQ, the case in
which the TCS-demanded torque IntvTQ exceeds the first reference
value a hardly occurs in comparison with the case in which the
driver-demanded torque BaseTQ exceeds the first reference value a
(in the related art, the driver-demanded torque BaseTQ is compared
with the first reference value a). Accordingly, the engine driving
force may be set to the part load level, which is lower than the
full load level.
[0072] Therefore, after determining that the engine driving force
is to be set to the part load level, the high-level controller
transmits a part load engine torque command PL_EngTQ_Cmd to the ECU
so as to control the engine driving force to be the part load level
(S107).
[0073] Upon determining that the TCS-demanded torque IntvTQ is
larger than the first reference value a, the high-level controller
determines the engine driving force to be the full load level and
transmits a full load engine torque command FL_EngTQ_Cmd to the ECU
so as to control the engine driving force to be the full load level
(S108).
[0074] Subsequently, the ECU checks whether the engine torque
command value EngTQ_Cmd_Value, transmitted from the high-level
controller, is a full load engine torque command value or a part
load engine torque command value (S109).
[0075] That is, the ECU compares the engine torque command value
EngTQ_Cmd_Value, transmitted from the high-level controller, with a
second reference value b.
[0076] When the engine torque command value EngTQ_Cmd_Value is
smaller than the second reference value b, the ECU performs engine
part load control in order to control the engine driving force (the
operating point) to be the part load level, and consequently, the
torque corresponding to the part load level is output from the
engine (S110).
[0077] Conversely, when the engine torque command value
EngTQ_Cmd_Value is larger than the second reference value b, the
ECU performs engine full load control in order to control the
engine driving force (the operating point) to be the full load
level, and consequently, the torque corresponding to the full load
level is output from the engine (S111).
[0078] As described above, since the engine driving force is
determined based on the TCS-demanded torque IntvTQ instead of the
driver-demanded torque, during the TCS operation, it is possible to
minimize or avoid the situation where the engine driving force is
determined to be the full load level and it is possible to set the
engine driving force to the part load level, which is lower than
the full load level, thereby reducing the amount of fuel that is
supplied to the engine and improving fuel efficiency.
[0079] Further, the difference between the engine driving force
according to the engine torque command value transmitted from the
high-level controller during the TCS operation and the actual
engine driving force may be reduced.
[0080] For example, as illustrated by the oval-shaped dotted line
in FIG. 4, the actual engine torque Eng_TQ follows the engine
torque commend value HCU_Cmd transmitted from the high-level
controller during the engine part load control, whereby it is
possible to solve the problem in which an error occurs when
controlling the engine driving force using the high-level
controller during the TCS operation.
[0081] As is apparent from the above description, the present
disclosure provides a method of controlling engine driving force
during TCS operation of a hybrid vehicle, in which the engine
driving force (the engine operating point) is determined based on a
TCS-demanded torque requested in order to reduce the torque of the
vehicle during the TCS operation, thereby realizing the reduction
of the engine driving force during the TCS operation and improving
fuel efficiency by reducing fuel consumption due to an unnecessary
increase in the engine driving force during the TCS operation.
[0082] The disclosure has been described in detail with reference
to preferred embodiments thereof. However, it will be appreciated
by those skilled in the art that changes may be made in these
embodiments without departing from the principles and spirit of the
disclosure, the scope of which is defined in the appended claims
and their equivalents.
* * * * *